System and Method For the Automated Dispatch of Fueling Operations

ABSTRACT

An intelligent solution for monitoring, assigning, and accounting fueling operations. An automated dispatch fueling system comprises a fuel management server populated with airport profile and dispatcher configurations. Utilizing information stored in the database and received from external systems, the automated dispatch fueling system can automatically assign and monitor fueling operations.

RELATED APPLICATIONS

This application is a divisional of U.S. patent application Ser. No.13/238,140 entitled “System and Method For the Automated Dispatch ofFueling Operations,” filed Sep. 21, 2011, which is a divisional of U.S.patent application Ser. No. 11/517,655 entitled “Method For theAutomated Dispatch of Fueling Operations,” filed Sep. 8, 2006. Thepresent application is related to U.S. patent application Ser. Nos.11/041,695, filed on Jan. 24, 2005; 11/039,050, filed on Jan. 20, 2005;11/039,570, filed on Jan. 20, 2005; and 11/039,310, filed on Jan. 20,2005. The complete disclosure of each of these related applications ishereby fully incorporated herein by reference.

FIELD OF THE INVENTION

The present invention relates to the automated creation and assignmentof fueling operations. More particularly described, the presentinvention relates to automated fueling acquisition, delivery, andaccounting for the aviation industry.

BACKGROUND OF THE INVENTION

The assignment, completion, and accounting of fueling operations for theaviation industry typically relies on a manually intensive paper-basedsystem. Fueling resources, such as aircraft hydrant vehicles and fuelingtanks, are typically affixed with mechanical meters. Utilizing thesemeters, a fueling agent (i.e., the person responsible for physicallydelivering fuel to an aircraft) records on a paper receipt the fuelingresource's fuel totals before and after fueling an aircraft. Copies ofthis receipt are then hand carried to the pilot of the aircraft and tofuel accountants who manually calculate the total volume of fuel pumpedinto the aircraft. Eventually, fuel accountants manually key in theday's fuel information into an accounting database.

This conventional technology leads to numerous problems. The act ofmanually stamping paper tickets and passing hard copies to a number ofdifferent individuals is a time consuming and inefficient process.Further, lost tickets occur frequently in conventional paper-basedsystems, leading to lost inventory and inefficient record keeping.

Varec's® FuelsManager® Aviation 7.0 describes improvements to theconventional paper-based system described above. Specifically, amongother things, the FuelsManager® Aviation 7.0 system supports electronicfuel ticketing, real-time dispatch operations, fuel accountingdatabases, and airline flight information systems in an integratedmanner that eliminates paper-based transactions and accounting.Utilizing the FuelsManager® Aviation 7.0 system, a fueling operationsdispatcher (hereinafter “dispatcher”) can monitor aircraft fueling needsand assign fueling operations to available fueling agents. The fuelingagents, in turn, can receive these requests from the dispatcher, gatherthe required fueling resources, and proceed to complete the assignedfueling operations (e.g., fuel the aircraft).

While the Fuelsmanager® Aviation 7.0 system provides significantimprovements over conventional fueling transaction technologies, itrequires the use of a human dispatcher to manually monitor a dispatchworkstation and assign fueling operations as needs arise. Therefore, theefficiency and performance of the systems and methods is limited by thecapabilities of the human dispatcher. Accordingly, there exists a needin the art for an advanced system for increasing the efficiency andcost-savings of monitoring and dispatching fueling requests in theaviation industry.

SUMMARY OF INVENTION

The inventive automated dispatch fueling system is capable of providingan intelligent, efficient, and cost-effective solution to themonitoring, assigning, and accounting of fueling operations. Theautomated dispatch fueling system may control and automatically assignfueling operations at one or multiple airports through the use ofcomputer-based artificial intelligence. When utilized to controlmultiple airports, the automated dispatch fueling system may be locatedin a remote location or at one of the controlled airports.

The automated dispatch fueling system may comprise a fuel managementserver, a database, and dispatch client. A profile may be created for anairport including, but not limited to, a unique identifier (e.g.,aircraft tail number) for each aircraft at the airport; a matrixdesignating the time it takes to move between gates and concourses atthe airport; personnel (i.e., fueling agents) available to be assignedfueling operations at the airport, along with the fueling agents' workschedules and shifts; and a unique fueling equipment identifier for theavailable fueling equipment (e.g., fueling trucks and carts) availableat the airport.

The automated dispatch fueling system may allow for the creation of fuelassignment “rules.” These rules may include, but are not limited to, arule specifying the minimum or maximum amount of time allowed for afueling agent to move between fueling assignments; a rule limiting thenumber of back-to-back fueling operations automatically assigned to afueling agent; a rule allowing or disallowing a fueling agent to movebetween certain gates and/or concourses; a rule allowing or disallowingthe automatic assignment of fueling operations for internationalflights; and a rule specifying when an aircraft should be fueled (i.e.,whether an aircraft should be fueled upon arrival or departure).

The automated dispatch fueling system is capable of using wireless(e.g., IEEE 802.11 or GPRS) or mobile communications to assign fuelingoperations to fueling agents. Similarly, a wireless or mobilecommunication technology may be utilized by the automated dispatchfueling system to communicate with external database systems. Forexample, the automated dispatch fueling system may be capable of storinginformation regarding the completed fueling operation.

For another aspect, the automated dispatch fueling system may beconnected, via the Internet or other communication medium, to one ormore external systems, such as an airline information systems, a fuelmanager supervisory control and data acquisition (SCADA) system, and/orfuel accounting database. Thus, the automated dispatch fueling systemmay utilize real time flight information, verify fuel loads with airlineweight and balance computers, and send completed electronic fuelingtickets to aircraft messaging and customer billing systems.

By utilizing airport profiles, dispatcher selected rules, andinformation received from external sources, the automated dispatchfueling system is capable of automatically monitoring and assigningfueling operations without the assistance of a human operator. Further,in the event that unexpected problems arise, the automated dispatchfueling system may be capable of resolving the problem or, if necessary,the automated dispatch fueling system may visually or audibly notify ahuman dispatcher so that appropriate actions may be taken to solve theproblem.

BRIEF DESCRIPTION OF THE DRAWINGS

FIG. 1 illustrates the representative operating environment for anautomated dispatch fueling system according to an exemplary embodiment.

FIG. 2A illustrates a configuration of an automated dispatch fuelingsystem according to an exemplary embodiment.

FIG. 2B illustrates a configuration of an automated dispatch fuelingsystem according to another exemplary embodiment.

FIG. 3 is a flow chart illustrating a method for operating an automateddispatch fueling system according to an exemplary embodiment.

FIG. 4 is a flow chart illustrating a method for configuring theautomated dispatch fueling system according to an exemplary embodiment.

FIG. 5 is a flow chart illustrating a method for operating an automateddispatch fueling system according to an exemplary embodiment.

DETAILED DESCRIPTION OF THE EXEMPLARY EMBODIMENTS

The automated dispatch fueling system described herein may be utilizedby the aviation industry to automatically monitor and assign fuelingoperations. The automated dispatch fueling system offers dramaticimprovements over conventional technology, including the use ofartificial intelligence to increase the efficiency of monitoring andassigning fueling operations and, thereby, reducing the costs associatedwith controlling aircraft fueling operations.

The automated dispatch fueling system may be utilized wherever a needarises for the efficient and cost-effective monitoring, assigning, andaccounting of fueling operations for aircraft. While exemplaryembodiments of the automated dispatch fueling system described hereinare illustrated in relation to commercial airport settings, one ofordinary skill in the art understands that the automated dispatchfueling system and method can be used in an unlimited number of settingsincluding, but not limited to, the government to effectively andefficiently fuel its aircrafts.

Referring now to the attached figures, in which like numerals representlike elements, certain exemplary embodiments of the present inventionwill hereafter be described. FIG. 1 is a block diagram of arepresentative operating environment for an exemplary automated dispatchfueling system. As shown, the exemplary automated dispatch fuelingsystem 100 comprises a fuel management server 102 and may include one ormore dispatch clients 120 and a database 118. The fuel management server102 performs the central management functions of the automated dispatchfueling system 100. The fuel management server 102 may comprise anoperating system (e.g., Linux or Microsoft Windows) capable of runningan executable software program. This executable software program maycomprise software code capable of implementing the inventive processesdescribed herein. One of ordinary skill in the art knows how to developan executable software program to perform certain processes; therefore,functional processes are described herein in lieu of specific algorithmsrequired to produce those processes. The fuel management server 102 mayfurther comprise a user interface (i.e., graphical display) and inputdevice (not illustrated). The fuel management server 102 may be coupledto the dispatch client 120 and, thereby, receive or display informationto a dispatcher or other authorized user. The fuel management server 102communicates via various communications links (which may be wired and/orwireless (e.g., IEEE 802.11 or GPRS)) with other components to collectand manage all system data and information, such as flight schedules,fuel planning information, reference data, aircraft configurations,transaction records and other accounting information. For example, thefuel management server 102 may communicate with various networkedcomponents via a communication medium, such as a wired and/or wirelessnetwork, referred to herein as the fuel management network 104.

In an exemplary embodiment, the automated dispatch fueling system 100can communicate with fueling agents through wireless or mobile devices122 a-b, such as those described in U.S. patent application Ser. No.11/039,050. The wireless or mobile devices 122 a-b may be handheld unitsand may be able to receive, display, and transmit messages via anoperating system, such as Windows CE or another portable operatingplatform. Examples of such systems are Varec's® Mobile Dispatch orHydrant Cart Handheld System. As is understood by one of ordinary skillin the art, wireless or mobile communications may be encrypted in orderto protect the information being communicated. In addition to wirelessor mobile devices, other suitable communication mediums may likewise beutilized to communicate requests and information between the automateddispatch fueling system and fueling agents. For example, the automateddispatch fueling system 100 may communicate with a handheld deviceutilizing two way text messaging to assign fueling operations to fuelingagents.

As illustrated in FIG. 1, the fuel management server 102 may communicatewith an airline computer system, e.g., via an airline system gateway 108connected to an airline network 103. The fuel management server 102 maycommunicate with the airline system gateway 108 and/or an AircraftCommunications Addressing and Reporting (“ACARS”) system 110 viaconnections to the fuel management network 104 or via separatecommunication links 112. Via the airline system gateway 108, the fuelmanagement server 102 receives aircraft fuel planning information fromthe airline's load planning system 115 and flight information from theairline's flight information display system (FIDS) 117. The flightinformation can be used to determine where and when fueling services areneeded. Fuel planning information specifies the amount of fuel to bedispensed (i.e., required fuel load), the configuration of theaircraft's fuel tanks, and all other information required by a fuelingagent to fuel an aircraft. The fuel management server 102 may activelyrequest such information from the load planning system 115 and the FIDS117, or may passively receive the information. The fuel managementserver 102 stores its own copy of the fuel planning information andflight information (e.g., in database 118). The fuel management server102 periodically synchronizes its local copy of the fuel planninginformation and flight information with updated information from theairline computer system.

The ACARS system 110 is a well-known digital data link system forcommunicating information via VHF radio between ground-basedtransmitting/receiving stations and cockpit devices. By interfacing withthe ACARS system 110, the fuel management server 102 can send electronicmessages to and receive electronic messages from aircraft cockpitdevices. In order to interface with the ACARS system 110, the fuelmanagement server 102 may include appropriate encoders and/or decodersto translate or interpret electronic messages to/from the standardizedACARS messaging protocol. Alternatively, one or more other devices(separate from but in communication with the fuel management server 102)may provide the appropriate encoding/decoding functionality. In otherembodiments, the ACARS system 110 may be replaced by another suitabledata link system for communicating information between ground-basedtransmitting/receiving devices and cockpit devices.

The fuel management server 102 may automatically execute severalservices, including a dispatch server, an accounting server, and variousadministrative client programs. As illustrated in FIG. 1, an accountingclient 116 and a dispatch client 120 may be provided for interactionwith the accounting server and the dispatch server components,respectively, of the fuel management server 102. Any of the servicesprovided by the fuel management server 102 may alternatively be providedby one or more separate network components. As illustrated, the database118 may also be connected to the fuel management network 104 for storingfueling operation records and other system data.

In certain exemplary embodiments, a dispatcher accesses the fuelmanagement server 102 by way of the dispatch client 120. Using thedispatch client 120, the dispatcher is able to access selected flightinformation and corresponding fuel planning information from the fuelmanagement server 102 and use that information to create fuelingoperation records. Additionally, in certain exemplary embodiments, thedispatcher is able to manually control the automated dispatch fuelingsystem 100 via the dispatch client 120.

At a busy airport, flight schedules, fueling assignments, etc. changeoften. Therefore, the fuel management server 102 stores (e.g., in thedatabase 118) and manages the transaction records for all fuelingoperations. As stated above, the fuel management server 102 periodicallyreceives updated flight information and fuel planning information fromthe airline computer system. Preferably, the fuel management server 102automatically updates each fueling operation record with any appropriateupdated flight information and/or fuel planning information. Onceupdated, the fuel management server 102 preferably automatically adjustsand reassigns fueling operations to fueling agents based upon theupdated information.

Upon detecting a need for a fueling operation, the automated dispatchfueling system 100 determines how to respond to the request andtransmits an assignment to a fueling agent client device 122. The fuelmanagement server 102 may mark fueling operation records (e.g., storedin database 118) as having been dispatched to the assigned fueling agentclient device 122. If the assigned fueling agent client device 122 failsor discards the transaction record before completing the fuelingoperation, the transaction record may be marked so that another fuelingagent client device 122 may complete the fueling operation at a latertime. Each fueling agent client device 122 periodically communicateswith the fuel management server 102 to determine if the fuelingoperation record has been updated. If so, the fueling client device 122receives a copy of the updated data and updates its local copy of thefueling operation record.

Dispatching a fueling operation record may involve making thetransaction record available for delivery to the fueling agent clientdevice 122 when the fueling agent client device 122 communicates withthe fuel management server 102. In other embodiments, dispatching afueling operation record may involve actively pushing the transactionrecord directly to a fueling agent client device 122 or to an account ormailbox to be accessed by the fueling agent client device 122. A fuelingagent client device 122 may comprise any workstation or mobile computingdevices. The use of mobile computing devices (e.g., handheld computers,laptop computer, fueling vehicle-mounted computer, etc.) as fuelingagent client devices 122 provides greater mobility for the fuelingagents, which can increase the efficiency of the aircraft fuelingprocess.

The fueling agent may be required to input a user identification codeand/or password in order to log-in to the fueling agent client device122. Other security features and access restrictions may be implementedat the fueling agent client device 122 as well. Additional security forthe fuel management system may be provided through the use of securedserver networks and other firewall configurations. Authentication of thefueling agent's credentials may be performed at the fuel managementserver 102, locally at fueling agent client device 122, or at anothersuitable device. Once logged-in to the fueling agent client device 122,the fueling agent views the fueling operation record dispatched by thefuel management server 102.

In response to receiving the fueling operation record from the fuelmanagement server 102, the software executed by the fueling agent clientdevice 122 presents a sequence of display screens that guide the fuelingagent through the aircraft fueling process. In general, the informationpresented by the graphical display of the fueling agent client device122 prompts the fueling agent to enter the aircraft fuel gauge readingsbefore and after the fueling. The aircraft fuel gauges provide theweight of the fuel in each tank of an aircraft. In certain embodiment,the pre-fueling aircraft gauge reading may be electronically transmittedto the fueling agent client device 122. For example, the fuel managementserver 102 may obtain the pre-fueling aircraft gauge reading directly orindirectly from the ACARS system 110 and may store the readings in thetransaction record.

During the aircraft fueling process, the fueling agent is also promptedto enter the starting and ending meter values from the meter on thefueling vehicle 126. Optionally, the fueling agent client device 122 maybe configured for communication with a data capture unit (“DCU’) 124that interfaces to the meter on the fueling vehicle 126. The DCU 124electronically records the starting meter value before the fuelingbegins and the ending meter value when the fueling is completed. Anexemplary DCU is commercially available from Varec, Inc. of Norcross, aThe fueling agent client device 122 may communicate with a DCU 124 via awireless or wired communication link. Again, a wireless link may bepreferred because it provides greater mobility for the fueling agent,which can increases the efficiency of the aircraft fueling process.

The fueling agent client device 122 may prompt the fueling agent toinput certain other information during the aircraft fueling process, forexample for local or remote verification that the fueling agent is atthe right gate, is fueling the correct aircraft, is dispensing theproper fuel, etc. In order to simplify the data input process, referencedata may be stored on each fueling agent client device 122. Referencedata may include aircraft information, gate numbers, vehicleidentifications, product identifiers, ship numbers, IATA codes, etc.Relevant reference data may be displayed in the form of tables, menusand other selection lists in order to reduce the amount of typingrequired from the fueling agent. The fuel management server 102 storesand manages a master copy of all reference data. A system administratoror other authorized user may add, remove or edit the master copy of thereference data, which may be automatically synchronized with the localcopy stored on each fueling agent client device 122.

During the fueling process, the fueling agent client device 122 maycollect various status indicators. Status indicators may indicate, forexample, that the fueling agent has accepted the fueling operation, thetime that the fueling agent arrives at the aircraft to be fueled, thetime that the fueling agent starts fueling the aircraft, the time thatthe fueling agent stops fueling the aircraft, and the time that thefueling agent departs the aircraft. These and other status indicatorsmay be collected by way of prompting the fueling agent for user input,or may be collected automatically if the fueling agent client device 122is equipped with hardware and/or software monitors for detecting thecorresponding external events. The status indicators may be sent to thefuel management server 102 in real time as they are generated, or aspart of a subsequent batch transmission or delivery. Status indicatorsmay be displayed on the dispatch client 120 (or fuel management server102) in order to keep the dispatcher apprised of the status the fuelingoperation.

When the fueling agent completes the physical fueling operation, thefueling agent client device 122 validates the final fuel load data byusing a predefined and configured set of industry standard businessrules. For example, a primary business rule may prevent the fuelingagent from completing the fueling operation if the difference betweenthe aircraft fuel tank gauge readings and the fuel pump meter readingsexceeds a specified tolerance (as described in more detail below). Otherbusiness rules may optionally include: (i) ensuring that the final fuelload does not exceed the capacity for each fuel tank; (ii) ensuring thatthe difference between the percentage of filled capacity for the tankson the left and right sides of the aircraft is less than a configuredallowable value; (iii) ensuring that the percentage difference betweenthe final fuel load and the required (requested) fuel load is less thana configured allowable value; and (iv) ensuring that the final fuel loadis greater than or equal to the required (requested) fuel load. Theseand other business rules may be implemented by the fueling agent clientdevice 122 to validate the final fuel load data. In some embodiments,the fueling agent client device 122 may generate audible or visualindicators (alarms, warning, etc.) or may generate output commands(e.g., to be sent to a DCU 124) for prohibiting or automaticallyterminating fueling if certain business rules are violated.

If the final fuel load data validation is unsuccessful, the fuelingagent may need to make appropriate corrections (e.g., adjusting theaircraft fuel level, correcting or providing additional fuel meterreadings or fuel tank gauge values data, etc.). When the final fuel loaddata validation is successful, the fueling agent client device 122allows the fueling agent to complete the fueling process. The fuelingagent client device 122 can transfer the final fuel load data to thefuel management server 102 via a wireless communication link (e.g.,wireless connection to fuel management network 104) to be stored in thefueling operation record. Alternatively, the final fuel load data may betransferred from the fueling agent client device 122 to the fuelmanagement server 102 by other means, such as via a hard-wiredconnection or by way of a portable memory storage device (e.g., aremovable memory card).

The fuel management server 102 may optionally send final fuel load datato a weights and balances system for verification that the aircraft hasbeen properly fueled. The weights and balances system may be integratedwith the load planning system 115 of the airline network 103 orotherwise integrated with or connected to the fuel management server102. If the weights and balances system indicates that the aircraft hasnot been properly fueled, the fuel management server 102 transmits anappropriate error message to the fueling agent client device 122. Anerror message may indicate, for example, that too much or too littlefuel has been added to one or more of the aircraft fuel tanks As anotherexample, the error message may prompt the fueling agent to re-check theaircraft gauges and/or fuel pump meters. Any other appropriate errormessage may similarly be transmitted by the fuel management server 102.

After receiving the final fuel load data (and optionally verifying thedata with a weights and balances system) and storing it in thecorresponding fueling operation record, the fuel management server 102completes a search for available “adapters.” Adapters are standard orcustom software interfaces that communicate fuel ticket data to anairline's computer system and/or third-party applications and devices,such as printers, displays devices, etc. For example, an adapter can beimplemented as a conventional printer driver for transmitting fuelticket data to a printer for printing a paper ticket. Similarly, aconventional video interface can be used as an adapter for communicatingfuel ticket data to video display for presentation in electronic format.In response to identifying an available adapter, the fuel managementserver 102 extracts the fuel ticket data from the transaction record andsubmits it to the adapter, which then routes the fuel ticket datathrough the appropriate interface to a printer, electronic display,computer system, or other device.

To facilitate delivery of fuel ticket data to the aircraft pilot,adapters can be provided for communicating fuel ticket data to a gateworkstation and/or printer 128. Paper tickets can be printed in astandard format or a custom format specified by the airline. The paperticket can be presented to the pilot before he or she boards theaircraft, or can be delivered to the cockpit by a gate agent.Alternatively (or additionally), an adapter may be provided forcommunicating fuel ticket information to a printer located at thefueling vehicle 126 or other location accessible to the fueling agent.As another alternative (or additional) option, an adapter may beprovided for transferring fuel ticket data to the airline or third-partyaviation computer system, which, in turn, routes the fuel ticket data toan appropriate printer for presentation at the aircraft to the pilot.

In certain embodiments, the fuel ticket data is electronicallytransmitted to the cockpit of the aircraft 114. For example, the fuelmanagement server 102 may be configured to forward the fuel ticket datato an adapter that interfaces directly to an ACARS system 110, whichencodes the fuel ticket data into an electronic message delivered to acockpit computer. Alternatively, a custom adapter can be used totransfer the fuel ticket data to the airline computer system which, inturn, routes the fuel ticket data to the ACARS system 110. In stillother alternative embodiments, the fueling agent client device 122 maybe configured with a specific interface for sending the fuel ticket datato a printer, electronic display or computer inside the aircraft 114. Byway of example, the fuel ticket data may be transmitted from the fuelingagent client device 122 to the aircraft 114 via a wireless communicationlink. The fuel management server 102 may transmit fuel ticket data andother transaction data to an airline accounting system 130 and/orthird-party accounting systems. For example, the fuel management server102 may generate billing information for a fueling operation. Togenerate billing information the fuel management server 102 may accessesinternal lookup tables using information such as fueling vehicleidentification numbers, aircraft registration numbers and gates, thesupplier, buyer, owner and vendor for the fuel. The fuel managementserver 102 may generate and/or collect other types of transaction dataas well.

In an exemplary embodiment, the automated dispatch fueling system 100may control the fueling operations at multiple airports (i.e., mayoperate in an enterprise setting), thereby avoiding costs associatedwith employing dispatchers at each airport. When utilized to controlmultiple airports, the automated dispatch fueling system 100 may belocated at one of the airports under its control or remote from all ofthe controlled airports. In either scenario, however, the automateddispatch fueling system 100 is capable of utilizing redundant servers toensure availability and to avoid loss of service.

FIG. 2A illustrates an exemplary embodiments of the automated dispatchfueling system 100 located remote from multiple airports 215 a-d. Inthis embodiment, the fuel automated dispatch fueling system, and, inparticular, the fuel management server 102 (not illustrated in FIG. 2),communicates with the fueling agents at the multiple airports 215 a-dover communication networks 220 a-d. The communication networks 220 a-dmay utilize any number of communication mediums, including, but notlimited to, Internet and wireless communication protocols. FIG. 2Billustrates an exemplary embodiment in which the automated dispatchfueling system 100 is located at one of the airports which it controls.This configuration may be preferred in situations where it isadvantageous to have the fuel management server 102 and/or dispatchclient 120 located at a large airport, but also utilized to controladditional, smaller airports. Alternatively, the fuel management server102 may be located at a central location such as a corporate office orthird-party data center and utilized to control a combination of largeror smaller airports. In this configuration, the third-party data centermay be owned and operated by a neutral or independent party. Also, a feemay be charged for services provided by the fuel management server 102.For example, a daily, monthly, or annual service fee may be charged forthe automated dispatch of fueling operations controlled by the fuelmanagement server 102. Alternatively or additionally, a flat fee forairports, or a graduated fee based on the amount of services utilized bya fueling company, may be charged. The fuel management server 102 mayalso be utilized to monitor and automatically assign fueling operationsfor multiple fueling companies when hosted by a third-party data center.

The automated dispatch fueling system 100, and, in particular, the fuelmanagement sever 102, can communicate with fueling agents at theadditional airports 215 b-c over communication networks 220 a-c. Theautomated dispatch fueling system 100 can support the ability to operateoff-line and recover automatically due to intermittent communications.For instance, if the fuel management server 102 cannot communicate witha flight information display system 117, it can operate off-line andupdate its programming once communications are restored. In thissituation, the automated dispatch fueling system 100 may notify thedispatcher (via a graphical display or through the dispatch client 120)that it has gone off-line so that the problem may be remedied. Likewise,if communication between the automated dispatch fueling system 100 andfueling agents is broken, the fuel management server 102 may notify thedispatcher so that other lines of communications may be opened.

The automated dispatch fueling system 100 can also support the abilityto automatically track fueling resource inventories. In this way, thefuel management server 102 may notify the dispatcher (through agraphical display or dispatch client 120) if fueling resources becomelow. The fuel management server 102 can also monitor whether aparticular fueling resource, airport code, aircraft, aircraft type,fueling equipment, or personnel is available. If not, the fuelmanagement server 102 may disregard those devices until they areavailable again. Similarly, the fuel management server 102 can trackwhether a particular fueling agent is qualified to utilize certainfueling equipment or refuel certain aircraft. This way, the fuelmanagement server 102 will not assign a fueling operation for which thefueling agent is unqualified to perform.

Further, the fuel management server 102 may designate overlappingfueling resources to fueling agents. In an exemplary embodiment, thefuel management server 102 can also support the configuration of thetime to reload a fuel resource (e.g., tanker or fuel truck). Forexample, the fuel management server 102 can utilize data to determinehow long a fuel resource takes to be loaded with fuel so that it canaccount for the time that will be necessary before that resource can beutilized for additional aircraft.

Utilizing the dispatch client 120 or graphical display of the fuelmanagement server 102, a systems engineer or other authorized user(i.e., a person capable of setting up and configuring the system) mayconfigure a profile for each airport that will be controlled by theautomated dispatch fueling system 100. This profile may identify fuelingagents, aircraft, gates, concourses, and fueling equipment for eachairport. For example, a profile may be created for an airport including,but not limited to, a unique identifier (e.g., aircraft tail number) foreach aircraft at the airport; a matrix designating the time it takes tomove between gates and concourses at the airport; personnel (i.e.,fueling agents) available to be assigned fueling operations at theairport, along with the fueling agents' work schedules and shifts; and aunique identifier for the available fueling equipment (e.g., fuelingtrucks and carts) available at the airport.

Once profiles have been recorded for each airport, the automateddispatch fueling system 100 may prompt the systems engineer or otherauthorized user to configure how the fuel management server 102 assignsfueling operations to available fueling agents. These “rules” mayinclude, but are not limited to, a rule specifying the minimum ormaximum amount of time allowed for a fueling agent to move betweenfueling assignments; a rule limiting the number of back-to-back fuelingoperations automatically assigned to a fueling agent; a rule allowing ordisallowing a fueling agent to move between certain gates and/orconcourses; a rule allowing or disallowing the automatic assignment offueling operations for international flights; and a rule specifying whenan aircraft should be fueled (i.e., aircraft should be fueled uponarrival or departure).

FIG. 3 illustrates a flow diagram for an exemplary process for operatingan exemplary automated dispatch fueling system 100. Referring to FIGS. 1and 3, at step 305, the system is initialized. This may be done by asystems engineer or other authorized user. At step 310, the system isconfigured by the systems engineer or other authorized user forassigning fueling operations. This involves setting the number ofairports to be controlled by the system, configuring the airportprofile(s), and establishing rules to be utilized by the system whenautomatically assigning fueling operations. At step 315, the automateddispatch fueling system 100 receives information from external systems,such as a load planning system 115, FIDS system 117, and airlineaccounting system 130. At this step, the fuel management server 102 mayreceive information from an external system, such as a FIDS system 117,indicating that a fueling operation is needed. Therefore, the fuelmanagement server 102 utilizes this data, in combination with theairport profiles and rules established by the dispatcher or otherauthorized user, at step 320, to begin the process of automaticallydetermining and assigning fueling operations to fueling agents. Thisprocess of FIG. 3 may optionally include the creation of flight lines tobe assigned to fueling agents (as described below).

FIG. 4 illustrates an exemplary method for setting profiles andconfigurations for an automated dispatch fueling system 100. If thesystem is utilized to control multiple airports, the steps will berepeated to create a profile and configuration for each airportcontrolled by the automated dispatch fueling system 100. Alternatively,multiple profiles may be created and a single set of “rules” may beestablished to govern the operations at all airports.

Referring now to FIG. 1 and FIG. 4, at step 405, a unique identifier isentered into the database for the aircraft that may require fuelingoperations at the airport. For example, the systems engineer or otherauthorized user may enter the aircraft tail number to identify eachaircraft. At step 410, unique identifiers may be entered into the systemto identify the fueling equipment (e.g., fueling trucks and carts)available at the airport. This way, the system may determine whether aparticular piece of fueling equipment is out of service prior toutilizing it for a fueling operation. At step 415, a matrix detailingthe time between gates and concourses for the airport can be mapped intothe fuel management server 102. Specifically, the matrix associates eachgate and concourse with an amount of time to reach a corresponding gateor concourse, thus allowing the automated dispatch fueling system 100 toconsider how long it takes to move from one gate or concourse to anotherwhen assigning fueling operations.

At step 420, the identity of the fueling agents available at an airportwill be stored into the database, along with the fueling agents' workschedules and shifts. Shifts could support information including, butnot limited to, shift name, shift start time, shift end time, days shiftis active, and an international flag (whether the personnel can beassigned fueling operations for international flights). Utilizing thisinformation, the fuel management server 102 can determine whichpersonnel are available to be assigned fueling operations. Additionally,the fuel management server 102 may use the shift information to warn adispatcher if a situation develops where there are too few fuelingagents to meet the required fueling operations. Thus, because it isnecessary that the fuel management server 102 have an accurate accountof available fueling agents, the automated dispatch fueling system 100may be connected to an employee scheduling and timekeeper system or maybe frequently updated (e.g., weekly or daily).

At step 425, once profiles have been recorded for each airport, theautomated dispatch fueling system 100 may prompt the systems engineer orother authorized user to establish a rule setting a minimum amount oftime allowed for a fueling operator to move between fueling tasks. Inthis way, the fuel management server 102 can allow a reasonable amountof time for assigning multiple fueling operations. At step 430, thesystems engineer or other authorized user is prompted to establish arule requiring fueling agents to have an extended break followingmultiple consecutive fueling operations. This may be required to satisfywork environment regulations, such as workplace regulations issued byOSHA. As part of this step, the automated dispatch fueling system 100will require the systems engineer or other authorized user to enter themaximum amount of time between fueling operations that would make themconsecutive fueling operations.

At step 435, the automated dispatch fueling system 100 prompts thesystems engineer or other authorized user to enter the fueling strategythat should be employed at the airport or airports; that is, whether theaircraft should be fueled at arrival or on departure. At step 440, theautomated dispatch fueling system 100 prompts the systems engineer orother authorized user to enter estimated fuel times for particularaircrafts. Utilizing this information, the fuel management server 102can estimate how long it will take a fueling agent to complete a fuelingassignment when faced with a particular aircraft and load level. Inrelation to these estimated fueling times, the fuel management server102 may store historical records detailing the time required to fuelcertain aircraft in order to estimate future fueling operations.Utilizing these historical trends, the fuel management server 102 maydetermine that a particular aircraft takes longer to fuel in certainsituations, such as during the summer versus the winter, thereby, beingable to more efficiently assign fueling operations in the winter andsummer months. Thus, because of the computer-based artificialintelligence, the automated dispatch fueling system 100 has thecapability to “learn” and better predict fueling times over a period oftime.

Similarly, the automated dispatch fueling system 100 may also calculateestimated fueling times based upon the aircraft's range and type ofaircraft. This may be done by calculating the time required for fuelingan aircraft based upon the following formula: estimated fuel time=basefueling time+destination range adjustment value+aircraft type adjustmentvalue. For example, the automated dispatch fueling system 100 maydecrease fueling time if the flight is flagged as a regional flight orincrease fueling time if the flight is flagged as an internationalflight (i.e., increase or decrease destination range adjustment valuebased upon the type of flight). The aircraft type adjustment may be anegative or positive number.

The automated dispatch fueling system 100 may also consider fuelingparameters when calculating the estimated time to fuel an aircraft.These fueling parameters may include, but are not limited to, fuel mass,volume, density, and temperature when calculating estimated fuelingtimes. Similarly, the automated dispatch fueling system 100 may considerexternal factors when forecasting the time that it will take to fuel anaircraft. These external factors may include, but are not limited to,type of fuel, type of refueling equipment, and aircraft maintenancestatus.

In another exemplary embodiment, the automated dispatch fueling system100 may prompt the systems engineer or other authorized user to enteradditional rules to configure how the automated dispatch fueling system100 controls and assigns fueling operations. For example, the fuelmanagement server may prompt the systems engineer or authorized user toselect whether a fueling agent should be allowed to transfer from oneconcourse to another. Likewise. because international flights are lessfrequent, have varying flight schedules, and typically take longer tofuel (due to larger fuel capacities), the fuel management server mayprompt the systems engineer or other authorized user to select whetherthe system should control the automated dispatch of fueling assignmentsfor international flights. In accordance with this, the systems engineeror other authorized user may be prompted to enter the designation foreach flight and aircraft, that is, whether a particular flight iscommuter, domestic short, domestic medium, domestic long. internationalshort, or international long. This information may also be included aspart of the flight schedule that is automatically imported.

In an exemplary embodiment, the automated dispatch fueling system 100has the capability to dynamically receive information from one or moreexternal systems. In particular, the automated dispatch fueling system100 may be capable of connecting, via the Internet or othercommunication medium, to an airline flight information system (e.g.,FIDS system) and fuel load planning system. These high volume input andoutput systems can be supported without significantly degrading theperformance of the automated dispatch fueling system 100.

Additionally, the automated dispatch fueling system 100 and method mayalso be connected to a fuel inventory management system, allowing theautomated dispatch fueling system 100 to send and receive physical fuelinventories and automatically capture the density of the fuel. Likewise,the automated dispatch fueling system 100 can be connected to a fuelmanager accounting client, whereby the automated dispatch fueling system100 can automatically store completed fueling assignments and allow foran accurate and automated accounting of fueling resources andoperations.

Utilizing information received from external sources (e.g., FIDSsystem), the automated dispatch fueling system 100 can alter fuelingtasks as required to respond to changes including, but not limited to, achange in a code or flight status, a change in an aircraft's uniqueidentification, a change in aircraft for a specific flight due to amechanical failure (as signified by the aircraft's unique identifier), achange in an aircraft's estimated time of arrival (ETA), a change in anaircraft's estimated time of departures (ETD), cancellation of a flight,a change in an aircraft's arrival or departure gate, a change in anaircraft's destination, a change in a fueling agent's uniqueidentification, a change in a flight's fuel load requirement, a changein a fueling resource, or a change in other factors (e.g., weather) thatmay affect the fueling operations.

Furthermore, in an exemplary embodiment, the automated dispatch fuelingsystem 100, via the dispatch client or fuel management server, canvisually indicate to a dispatcher that a change affecting a fuelingoperation has occurred. In this way, the dispatcher may take action, ifnecessary, to remedy the newly developed situation. Additionally, in theevent that the fuel management server can automatically determine theproper corrective action, the dispatcher may be visually notified onlyafter the corrective action has been taken by the fuel managementserver. As is understood by one of ordinary skill in the art, theactions that may be automatically taken by the system will vary basedupon the specific configuration, rules, and. profiles selected by thedispatcher. The automated dispatch fueling system 100 will typicallymake automatic corrective actions in situations where the problem can besolved through an automatic reassignment or cancelling of fuelingoperations.

In addition to a visual indicator, the automated dispatch fueling system100 may also audibly alert the dispatcher of the occurrence of an eventaffecting a fueling operation. For example, the automated dispatchfueling system 100 may sound an audible alert upon receiving criticalupdates from a FIDS system. After sounding this alert, the inventiveautomated dispatch system can allow the dispatcher to view the detailsof the critical fuel request.

The automated dispatch fueling system 100 may allow for a systemsengineer or other authorized user to manually store fueling assignments(i.e., flight lines). For instance, if a systems engineer or otherauthorized user would like to assign a particular group of flights tospecific fueling agents, then the automated dispatch fueling system 100would allow the systems engineer or other authorized user to establish arule establishing a flight line for that particular fueling agent. Thisconfiguration would then become a rule that the automated dispatchfueling system 100 follows when controlling and assigning fuelingoperations.

The automated dispatch fueling system 100 likewise supports the abilityto automatically create fueling lines based upon the airport profile,the system configuration (i.e., systems engineer or other authorizeduser preset rules), and information received from external sources.Flight lines allow for greater organization and efficiency by focusingfueling agents and resources. The automated dispatch fueling system 100may create flight lines based upon fueling agent and resourceavailability, the time that it takes to move between gates, the numberof back to back tickets allowed, whether a fueling agent can movebetween concourses, and whether international aircraft should beautomatically controlled. If automatically created, the automateddispatch fueling system 100 will organize the flight lines such that afueling agent is not assigned multiple fueling operations occurring atthe same time.

More specifically, in one embodiment, the fuel management server maycreate flight lines as follows: (1) when the first fueling operation isassigned to a flight line, the scheduled start fuel time is moved to theestimated time of arrival for the aircraft; (2) when additional ticketsare assigned to a flight line, the scheduled start fuel time is movedforward in time within the on-ground time available to the fuelingagent. Further, additional fueling operations may be assigned to fuelingagents based on system rules including, but not limited to, the leastused resources, the estimated fuel times (not to overlap), tanker reloadtimes, the movement time between gates, the time between tickets, thenumber of back to back tickets allowed, whether a fueling agent can movebetween concourses, and whether the automated dispatch fueling system100 is set to control international flights.

Given the above (and assuming a setting whereby fueling agents cannotmove between concourses and the maximum number of back to back ticketsis three (3)) if the fuel management server receives a notification froman airline flight information system requiring the assignment of a newfueling operation, the fuel management server, in one embodiment,automatically performs the following: checks to see whether fuelingagents are available at the required concourse, checks reload times foraircraft and fueling resources, and estimates times required for fuelingto determine which fueling agents can accommodate the new fuelingoperation (without exceeding a maximum of three back-to-back tickets).After identifying a fueling agent that can accommodate the request, theautomated dispatch fueling system 100 automatically assigns the newfueling operation to the identified fueling agent via, for example, thefueling agent client device. Further, in the event that the new fuelingoperation cannot be assigned (for whatever reason), the automateddispatch fueling system 100 can notify the dispatcher of the problemwith a visual or audible alert.

Once a fueling operation is completed, the fuel management server cansend data to a one or more external systems in order to properlydocument the fueling request. For example, the automated dispatchfueling system 100 may send information to be recorded by a fuelaccounting client. Information that may be transmitted to a fuelaccounting client may include, but is not limited to, the type oftransaction, the transaction date, the flight number, the ticket number,the product used, the meter start (i.e., the meter reading before thetransaction on a particular fueling resource), the meter stop (i.e., themeter reading after the transaction), the gross volume dispensed, thenet volume dispensed, the product temperature, the product density, theproduct volume correction factor, the entity responsible for thephysical inventory used in the current transaction, the entityresponsible for the book inventory used in the current transaction, theentity responsible for the secondary storage equipment (e.g., theinto-plane agent), the entity that consumed the product, theregistration of the dispensing vehicle, the registration of theconsuming aircraft, the gross inventory, the gross volume of thephysical inventory, the net volume of the physical inventory, or thefueling agent responsible.

In conformance with the above described exemplary embodiments, FIG. 5illustrates an exemplary method for operating the automated dispatchfueling system 100. At step 505, a systems engineer or authorized useris prompted by the automated dispatch fueling system 100 to enter one ormore profiles of airports that will be controlled by the automateddispatch fueling system 100. At step 510, the systems engineer orauthorized user configures the rules to be utilized by the automateddispatch fueling system 100 when assigning fueling operations. At step515, the automated dispatch fueling system 100 connects, via theInternet or other communication means, to a flight information displaysystem. At step 520, utilizing the information received from the flightinformation display system (e.g., aircraft ETA and ETD), the automateddispatch fueling system 100 determines and assigns a group of flightlines to available fueling agents. This determination by the automateddispatch fueling system 100 includes a consideration of the profiles andrule established by the systems engineer or authorized user, including,but not limited to, an aircraft's estimated fueling time.

At step 525, the automated dispatch fueling system 100 monitors thefueling operation assignments and records when they are completed. Atstep 530, if information is received by the automated dispatch fuelingsystem 100, either from the fueling agent, an airline informationdisplay system, or another external source, that would require a fuelingoperation to be changed, the automated dispatch fueling system 100attempts to compute a solution to the problem and take correctiveactions (e.g., re-assign fueling operations). At this time, theautomated dispatch fueling system 100 could also flag a fuelingoperation for follow-up if the problem is not urgent and cannot beresolved at that particular time. However, if a corrective measurecannot be determined by the system, at step 535, the automated dispatchfueling system 100 can notify the monitoring dispatcher through a visualor audible alert. In this way, the dispatcher can take manual measuresto resolve the problem. For example, if a fueling agent becomesunavailable, the automated dispatch fueling system 100 may seek tore-assign the tasks to other available fueling agents; however, if thesystem is unable to accommodate the fueling operations given theavailable resources, it may notify the dispatcher so that additionalfueling agents may be called in. Finally, at step 540, assuming thesuccessful completion of the fueling operations, the automated dispatchfueling system 100 can send data regarding the completed fuelingoperation to an external system (e.g., fuel accounting system) forrecord keeping.

In other exemplary embodiments, the automated dispatch fueling system100 can perform additional functions to increase the efficiency offueling operations. For example, in one embodiment, the automateddispatch fueling system 100 may record and display a log of externalinterface messages that it has sent and received. The automated dispatchfueling system 100 may also support, receive, and predict the fuel loadsthrough fuel load planning systems and can support the ability to fixfueling start times such that FIDS updates do not affect the starttimes. That is, even though real time data may be entered from the FIDS,the fuel times can be set to remain constant versus being alteredthrough the FIDS data.

The automated dispatch fueling system 100 may also create new fuelingoperation assignments if a fueling operation for a flight does notexist. For example, the automated dispatch fueling system 100 couldpersist the following fuel load data: a message ID that is unique to theairline system; a date that the fuel load is to be boarded; a type oftransaction, such as uplift or defuel; an outgoing flight number, i.e.,a departure flight number; a date that the first leg of a flight began;a ship number for the aircraft, also called the registration number ortail number; an IATA code of the airport where the fueling is to takeplace, i.e., the station code; a final destination for the flight; anairline designation for the aircraft site; type of fuel aboard, such asJET-A or JET-A1, i.e., the product that would be loaded to thatparticular plane; the array of tank designators such as left/right andcenter, i.e., the tank location on the airplane; and the arraycontaining the required fuel load specified as weights, as measured at atank farm and entered into a load balancing system.

With the automated dispatch fueling system 100, the computerizedartificial intelligence is capable of validating fuel loads with airlineweight and balance systems before allowing the fueling agent to completethe fuel request and print or transmit the fueling ticket. Such aprocess could be performed by utilizing information including, but notlimited to, a unique airline message ID; an outgoing flight number; adate the first leg of the flight began; an IATA code of the airportwhere the fueling took place; an array of tank designators andlocations, such as left (L), right (R), and center (C); and an arraycontaining the fuel weight as boarded on the plane (in respect to tanklocations).

Accordingly, by utilizing airport profiles, configured rules, andinformation received from external systems, the automated dispatchfueling system 100 is capable of automatically monitoring and assigningfueling operations without the assistance of a human operator. Further,in the event that unexpected problems arise, the automated dispatchfueling system 100 may be capable of resolving the problem or, ifnecessary, the automated dispatch fueling system 100 may visually oraudibly notify a human dispatcher or supervisor so that appropriateactions may be taken to solve the problem.

It should be understood that the foregoing relates only to illustrativeembodiments of the invention, and that numerous changes may be madetherein without departing from the scope and spirit of the invention asdefined by the following claims. Additionally, the automated dispatchfueling system 100 may be utilized outside of the aviation industrywherever a need arises for the efficient and cost-effective monitoring,assigning, and accounting of fueling operations.

1. A method for the automated control of aviation fueling operations,comprising the steps of: obtaining an aircraft identifier; obtaining afueling equipment identifier; obtaining an estimated time to travelbetween at least two airport gates; obtaining a fueling agent's workschedule; obtaining a maximum number of consecutive fueling operationsto be assigned to a fueling agent; and automatically assigning one ormore aviation fueling operations to the fueling agent based on theaircraft identifier, the fueling aircraft identifier, the estimated timeto travel between at least two airport gates, the fueling agent's workschedule, and the maximum number of consecutive fueling operations to beassigned to a fueling agent.
 2. The method as recited in claim 1,further comprising the step of obtaining information on the fuelingstrategy to be utilized.
 3. The method as recited in claim 1, furthercomprising the step of obtaining information regarding whether to assignfueling operations for international aircraft.
 4. The method as recitedin claim 1, further comprising the step of obtaining estimated fuelingtimes for aircraft.
 5. The method as recited in claim 1, furthercomprising the step of analyzing historical fueling information toestimate the amount of time required to fuel an aircraft.
 6. The methodas recited in claim 1, further comprising the step of automaticallyestimating a fueling time for an aircraft based on an amount of fuel tobe loaded onto an aircraft.
 7. The method as recited in claim 1, furthercomprising the step of obtaining information regarding whether a fuelingagent is trained to fuel a particular aircraft.
 8. The method as recitedin claim 1, further comprising the step of obtaining informationregarding whether a fueling agent is trained to use certain fuelingequipment.
 9. The method as recited in claim 1, further comprising thestep of obtaining information regarding whether certain fuelingequipment is in service.